Jump to content

The RennTech.org community is Member supported!  Please consider an ANNUAL donation to help keep this site operating.
Click here to Donate

Welcome to RennTech.org Community, Guest

There are many great features available to you once you register at RennTech.org
You are free to view posts here, but you must log in to reply to existing posts, or to start your own new topic. Like most online communities, there are costs involved to maintain a site like this - so we encourage our members to donate. All donations go to the costs operating and maintaining this site. We prefer that guests take part in our community and we offer a lot in return to those willing to join our corner of the Porsche world. This site is 99 percent member supported (less than 1 percent comes from advertising) - so please consider an annual donation to keep this site running.

Here are some of the features available - once you register at RennTech.org

  • View Classified Ads
  • DIY Tutorials
  • Porsche TSB Listings (limited)
  • VIN Decoder
  • Special Offers
  • OBD II P-Codes
  • Paint Codes
  • Registry
  • Videos System
  • View Reviews
  • and get rid of this welcome message

It takes just a few minutes to register, and it's FREE

Contributing Members also get these additional benefits:
(you become a Contributing Member by donating money to the operation of this site)

  • No ads - advertisements are removed
  • Access the Contributors Only Forum
  • Contributing Members Only Downloads
  • Send attachments with PMs
  • All image/file storage limits are substantially increased for all Contributing Members
  • Option Codes Lookup
  • VIN Option Lookups (limited)

george996

Contributing Members
  • Content Count

    80
  • Joined

  • Last visited

Everything posted by george996

  1. Yes, the adaptation was not as negative as it was positive. However I thought it was odd that same fault code appeared and the adaptation was negative one time and positive another time. You would think that the fault would be always one or the other. With this being said, another important point is that we don’t know how much time elapsed from CEL to when the adaptation was read. We would need freeze frame data to know what the adaptation was when the fault occurred. I assumed CEL was due to lean threshold being reached one time and rich threshold reach another time. This may be an incorrect
  2. Glad to hear problem is solved. I was wondering why the RKAT values were negative at one time and then positive another time. You would think that the problem was would make the mixture either rich or lean but you had both. Also, I was wondering why the diagnosing procedure for listed the purge valve in only the error for “below limit”. I think I know why. When the car sits the carbon canister gets loaded with hydrocarbons from the fuel evaporating. When you first drive the car the purge valve opens and these hydrocarbons are sucked into the intake manifold and burned. Eventually, after runn
  3. Here is the "above limit" procedure. Both P1130 faults are 361. I assume you need to read the mixture adaptation values to determine if you are above or below the limit. It would be good to see the freeze fram data that goes with the fault code. DME 7.2 OBD II MANUAL WKD 483 921 above limit.pdf
  4. hello ahsai, THe manual has two procedues for P1130, above limit and below limit. I noticed that rkat was negative so that means the dme is trying to make the mixture leaner. hence "below limit" so i attached that procedure. However, in stutzchris' earlier post of rkat they were positive which would indicate the opposite. i find that interesting. He also mentioend this problem occured after installing the aftermarket exhaust so i wonder if this included the cats and could the o2 sensers be mixed up. The mass flow reading of 19kg/hr is consistant with the high idle, 770 rpm so there is no fal
  5. take a look at the attached. you do not have vacuum leaks becasue the DME is trying to make the mixture more lean. Pages from DME 7.2 OBD II MANUAL WKD 483 921.pdf
  6. stutzchris, so P0139 returned after tightening the clamps? I was wondering if P1128 & 30 faultes ever returned since, according to the 7.2 DME technical manual , an aging problem of the down stream o2 sensor (i.e. voltage remians below or above 0.6 volts for 80 seconds) will change the mixture either more rich or lean. I thought perhaps that P0139 was the root cause for all your CEL's. However it sounds like you had two problems. On the otherhand, when your CEL went on all three codes were present simultaneously and an air leak would not casue P0139. So perhaps P0139 was the root. Good i
  7. did you get any faults for the duration after you tightened the clamps but before you replaced the down stream sensors?
  8. i agree with ahsai, looks like a leak. check your oil filler cap as well. Also, idle should be about 700 rpm and the fact that you are at 780 rpm is another indication of a leak. MAF should be about 1.25 volts with about 17 kg/hr at 700 rpm. Make sure you are reading the mas flow measured by the MAF sensor and not the total mass flow which is calculated. did you change the cats? if so make sure the o2 sensors are not switched (upstream vs. downstream).
  9. Could you elaborate on the small loss in low end power with the Fister exhaust? How did it manifest itself? I don't have Variocam issues, but am considering the Fister exhaust for my '99 996. The Fister mod produces great sound, especially above 2800 rpm. However, I did notice a slight loss in power when letting out the clutch. You needed to pay a little more attention and give it a little more gas. Also, my 2004 has Variocam Plus and when the intake valves switch from small to large lift you could really feel the surge much more than with the stock mufflers. I went back to the stock m
  10. Could you elaborate on the small loss in low end power with the Fister exhaust? How did it manifest itself? I don't have Variocam issues, but am considering the Fister exhaust for my '99 996. The Fister mod produces great sound, especially above 2800 rpm. However, I did notice a slight loss in power when letting out the clutch. You needed to pay a little more attention and give it a little more gas. Also, my 2004 has Variocam Plus and when the intake valves switch from small to large lift you could really feel the surge much more than with the stock mufflers. I went back to the stock m
  11. Tim, I have the manuals and could not find the allowable range for Variocam Plus. The +/- 6 is for Variocam like you mentioned. My 2004 has a bank 1 deviation of 4.14 and 0.39 for bank 2. The DME diagnostics will check the deviation and report a fault code if there is a problem. There are a handful of fault codes that deal with cam postion however it looks like P0011 and P0012 are the most relevent . George
  12. I would not be so quick to dismiss the check vavle in bank one. The info that I read describes that the function of the check valve is to assist/speed up the actuation when oil pressure is not enough to overcome the force if the vavle springs, etc.. I will try find the description and post it. variocam plus.pdf
  13. I would not be so quick to dismiss the check vavle in bank one. The info that I read describes that the function of the check valve is to assist/speed up the actuation when oil pressure is not enough to overcome the force if the vavle springs, etc.. I will try find the description and post it.
  14. I took of the oil filler cap and let the engine idle, although only for about 10 mins. RKAT went to 3, then over the next ten minutes went to 2 then 1. Note that these were ALWAYS whole numbers. In case this turns out to be an actual fault on the car, can anyone tell me what sensors drive RKAT? Is it just the O2 Sensors on that bank, or is there something else involved? Is there another set of readings I should be investigating? Thanks Graham PM me with your email address and i will send you something that explains RKAT, etc. From the data you posted, your car is running rich
  15. Could you elaborate on the small loss in low end power with the Fister exhaust? How did it manifest itself? I don't have Variocam issues, but am considering the Fister exhaust for my '99 996. The Fister mod produces great sound, especially above 2800 rpm. However, I did notice a slight loss in power when letting out the clutch. You needed to pay a little more attention and give it a little more gas. Also, my 2004 has Variocam Plus and when the intake valves switch from small to large lift you could really feel the surge much more than with the stock mufflers. I went back to the stock m
  16. Graham, I contacted Durametric some tima ago, who are very helpful, and was told that they are not supporting ver. 5 any longer. I also have the same observation as you about the stability of ver. 6. The latest version 6.0.2.1 is the most unstable. I am sure they will update it soon. George
  17. As everyone mentioned, the surge is the Variocam Plus switching over from small to large intake valve lift. The surge is more noticeable with non-stock exhaust. I tried the Daren Fister mod and loved the sound but didn’t like the small loss in low end power and more noticeable surge at 3,200rpm.
  18. I have noticed the exact same reading with my Durametric 5. It only happens when the adaptation is less than 0.0. It is a glitch in Durametric. Losen the oil fill cap for about 10 minutes and watch RKAT go above 0 and read correctly. This problem is resolved in Durametric 6.0. Also, your values don't look bad (except for rkat2). You are allowed plus/minus 4.0% on rkat and your rkat1 is only -0.51%.
  19. all the values look good, well within allowable range. I would not worry about the fuel pump since if the fuel pressure or capacity were incorrect it would be seen in the mixture adaptation values that we just looked at. use durametric to check the engine temperature sensors before you start in the morning. Check water temp, oil temp and intake air temp.
  20. Your 2003 has three mixture correction ranges, rkat (close to idle), frau (mid range) and frao (upper range), tra was used on earleir dme versions. mine run at about 0.5 for rkat and 1.0 for frau and frao. in addition to the throttle butterfly sticking, etc., you might want to look at one of the temperature sensors that could be reading high and telling the dme that the engine is warm. Sounds like you need more air and fuel when starting in the morning. hope this helps. p.s. just a hunch, check for vacuum leaks like at the oil filler cap.
  21. Robert, I noticed you found my post about engine vibration at 1000 and 2000 rpm and replied. Your 2000 996 has an idle control valve that may need cleaning. You might also get Durametric to see if something else is going on with the mixture, o2 sensors, valve deviation, etc. George
  22. Robert, It's a long story. I replaced alot of parts, o2 sensors, spark plugs, motor mounts, MAF, DMF, headers, stock mufflers, moded mufflers and cats. The only thing that made a noticble differnce was the set of used stock cats. The vibration is still there but almost nonexistant. The headers and mufflers changed the haracteristics of the vibration but i didn't like the loss in low end power when these were installed. With 997 headers the vibration at 1000 is completely gone and minimal at 2000rpm. I drove other 2002-2004 996's, 6sp and tiptronic, some were silky smooth and others had sim
  23. do you know who sells them and is there a special size? thank you.
  24. I bought a pair of sport seats without the seat belt buckle and electrical connector shown above. I could use some advice on how to push out the brown and red wires from the connector on my old seat so i can use it the sport seats. Any help will be appreciated.
  25. Eric, I am considering 19” wheels and am having a similar dilemma about what size tire for the rear with 11” width. The problem is the offset, 56mm, seems to be too aggressive for 295 and wider tires. Take a look at the new BBS CHR wheels. I spoke to several resellers and they have concerns however BBS shows this wheel for our car. What offset are you considering? George
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.